US2103381A

US2103381A - Vehicle running gear

Info

Publication number: US2103381A
Application number: US21940A
Authority: US
Inventors: Edward H Perkins; Hubert E Mills
Original assignee: Whitehead and Kales Co
Current assignee: Whitehead and Kales Co
Priority date: 1935-05-17
Filing date: 1935-05-17
Publication date: 1937-12-28
Anticipated expiration: 1954-12-28

Description

Dec. 28, 1937. E, HT PERKl'Ns ET A| 4 2,103,381

VEHICLE RUNNING GEAR Filed May 17, 1955 4 Sheets-Sheet l 151g, Z INVENToRs RNEYS Dec. 28, 1937. E H, PERKINS ET AL 2,103,381

VEHI CLE RUNNING GEAR Filed May 1'7,` 1935 4 Sheets-Sheet 2 I n n.

ORNEYS Dec. 28, `1937. E.H. PERKINS ET Al. 2,103,381

VEHICLE RUNNING GEAR Filed May 17, 1935 4 Sheets-Sheet 4 Patented Dec. 28, 1937 Ari-:Nr

y g 2,103,381 n vaincra:v RUNNING GEAR Edward H. Perkins and Hubert lE. Mills, Midland.

rll/Iichf., assignors, by mesne assignments, to Whitehead & Kalos Gompany, River Rouge, Mich., a corporation of Michigan Application May i7, i935, Serial No. 21,94@

2 Claims. (Ci. 25d-124:)

This invention relates to road vehicles, particularly to spring assemblies for tandem-wheel road vehicles; and, more particularly, to improvements in spring-suspension mechanisms for cushioning a vehicle body carried by a tandem-wheel and axle assembly. The type'of tandem-wheel assembly which we preferably use in connection 'with our present invention comprises two rocker beams, one on each side of the vehicle and parallel to the longitudinal axis of said vehicle. The rocker beams Vare journaled upon a transverse axle adjacent each end thereof, each rocker beam carrying two wheels, one at each end, mounted upon a short stub axle. Hence each wheel revolves upon its own stub axle, while the rocker beam carrying the wheels is free to oscillate upon the transverse axle. Since the position of each rocker beam is independent of the position of the other, the four wheels of the tandem-wheel assembly respond readily to uneven road surface, albeit said surface mayafford four points of wheel contact in as many horizontal planes. Although the amount of vertical motion and shock and jar imparted to the body of the vehicle by passing over irregularities of the 'road surface is materially less with this type of wheel and axle assembly than with the more conventional types, there still remains a pronounced need for shock-absorbing means interposed between said assembly and said body. Vehicles employing this type of tandem wheel assembly are characterized generally as having little road clearance, which places upon any cushioning means interposed between the load and the ground-engaging wheel assembly the requirement of permitting only a limited degree of vertical displacement between the axle and the body. When such vehicles are designed so as to l` increase the ratio of loaded weight to unloaded weight,V the stresses to which the cushioning means are subjected in cushioning the unloaded vehicle, compared to those` existing when the same vehicle is loaded, tend to become widely variant. Furthermore, because of the limited vertical displacement permissible and for other reasons, the cushioning means, to be most effective, must be placed as far as possible from the longitudinal center line of the vehicle, lso as to counteract most eiectively the over-turning moments produced in the vehicle when negotiating turns, etc. N Y

When a wheel is carried by a rocker-beam, the

axle about which the rocker-beam pivots is subjected to severe impact stresses whenever the wheel strikes an obstruction. These impact stresses tend to displace the rocker-beam axle relative to the body, which makes it necessary to employ means to restrict both lateral and longitudinal displacement of the axle relative to the body. 5

It is an object of the-present invention to provide cushioning means between a load-carrying body and a tandem wheel and axle assembly which is effective over wide ranges of load conditions; i. e., between no load, partial load, and 10 full load conditions.

Another object is to position cushioning mem` bers on opposite sides of the vehicle so as to proy vide the maximum spacing laterally between such members.

A further object is to provide means co-acting with the cushioning means to restrict lateral and longitudinal displacement of the load-carrying body with respect to the axle, and to maintain proper wheel alignment. Y

Other objects will appear from the following description.

In the annexed drawings:

. Fig. l is a vertical transverse section of a vehicle having an enclosed body and a tandemwheel running gear, taken forward of a transverse axle supporting the running-gear, in which the body is cushioned upon the axle in accordance with the present invention.

Fig. 2 is a horizontal sectional view taken on the line 2 2 of Fig. l, with the floor removed.

Fig. 3 is a partial side elevation of the vehicle with a portion of the wheels cut away.

Figs. 4 and 5 are detail views of certain structural parts shown generally in Figs. l-3.

Fig. 6 is a central vertical section taken on line 6-6 of Fig. 3, drawn to a larger scale.

Fig. 'l is a central vertical section taken on line 1-1 of Fig. 6.

Fig. 8 is a central vertical section of a modied form of vspring assembly, similar to the assembly shown inFigs. 6 and '7.

Our improved cushioning means comprises two or more concentric helical springs of unequal uncompressed length, so proportioned with respect to diameter,crosssection,and number of convolutions as to provide springs of substantially the same length when fully compressed; i. e., compressed to the point where adjacent turns of the springs bear upon one another. These springs 50 cooperate with suitable spring seats which retain the springs in proper relative position and which alsotransmit to the springs the forces of compression which are to be cushioned by said springs. Byl the use of such springs a compound compression-resisting action is obtained which produces enective cushioning action underwidely varying loads.

Referring to the drawings, the relative placement and general design of the structure of the invention are shown in Figs. 1 and 2. Reference numerals I designate the ground-engaging wheels which are rotatably mounted upon spindles attached to the ends of rocker-beams 2, which in turn are journaled upon transverse axle 3 adjacent the ends thereof. At either end of axle 3 is mounted a cylindrical spring assembly 4 fixedly attached at its lower end to the axle and at its upper end to the body 5 of the vehicle. Spring assemblies 4 are shown in detail in Figs. 6 and 7. and a modied form in Fig. 8, hereinafter described. Body 5 is constructed with a skeleton framework including on either side a vertical post 6 having a U-section located directly above axle 3, posts 8 having the open side facing outwardly. Exteriorly said framework may be sheathed with metal plates 6 or equivalent covering material to form the sides of the body 5, the sheathing plates being cut away to form recesses within which wheels I are accommodated, as shown more particularly in Fig. 3. A floor 1 of body 5 is supported upon angles 8 which rest upon cross-members 8 under the body.

For details of spring assemblies 4, reference is made to Figs. 6, 7 and 8. Referring to Figs. 6 and '1, two telescoping cylindrical shells I0 and II act as upper and lower spring-seats. Upper spring-seat Ill is fixed to a rectangular box-like receptacle I2 which fits between the sides of post 6 at the lower end thereof and is firmly attached thereto, as by bolts or rivets. The outer side of receptacle I2 is open, to be covered by plate I3. The lower spring-seat II has an arm extending downwardly and terminating in a split collar I4 which ts over axle 3. Collar I4 is fastened firmly on axle 3 by drawing up the nut and bolt I5, and is further locked in place by means of through pin I6.

Held between spring-seats IIl and II are two concentric helical springs I'I and I8, spring I'I being longer than spring I8 when unloaded, but of substantially equal length when fully compressed. Axial to springs II and I8 is buffer rod I 9 which is screwed into a boss on the bottom of member II. Upper spring-seat I0 ts over lower seat II in telescoping manner, and the two members together form a retainer and housing for springs I`I and I8. Upper seat I0 has an opening in the center corresponding with a like opening in the bottom of receptacle I2, through which projects the upper end of rod I9 extending into the space within receptacle I2. A compression or buffer ring 20 of rubber or other compressible material capped with a metal washer 2| is fitted around said opening, while the upper end of rod I9 is provided with a. flanged nut 22.

When the vehicle is operated unloaded, spring Il transmits the weight to the axle 3, the shorter spring I8 coming into play to cushion only the heavier shocks. When a full load is being transported the weight is borne and the road shocks are absorbed by both springs. The longer spring I'I serves an important function in assuming the load and reducing the velocities at which the load is re-applied to the shorter spring I8 when the impact from severe road shocks momentarily throws the load ofi? the shorter spring. Further important advantages inhere in the use of a plurality of springs of difl'ering unloaded lengths and/or differing mean diameters, in that such springs have dissimilar natural periods or frequencies of vibration, the shorter spring having the considerably higher period. Hence the inherent tendency of a single spring to produce a cumulative "galloping in the vehicle is counteracted, because the different natural period of one spring serves to oppose and iron out the vertical oscillations of the other as soon as they begin. The arrangement described provides for a varying spring tension of the cushioning member which is graduated in proportion to the amount of the load. permitting a wider variation in load conditions than when a single spring is used, without loss of resiliency at any point within the range of the load that can be carried. To check the rebound due to sudden road shocks the cap nut 22 and rubber buffer 20 are provided. When using this telescoping type of spring enclosure, the springs are fully enclosed and sealed in so that they are protected against accumulation of water, dust, or mud in the spring-retainer housing.

In Fig. 8 is shown a modified form of spring assembly. In place of the telescoping springseats I0 and II previously referred to, Fig. 8 shows non-telescoping spring-seats IDA and IIA. These members are equivalent to the corresponding parts I0 and II except that they provide a shallow cup to hold the upper and lower ends of the springs, which springs in this case are exposed instead of enclosed. The inner spring I8 is attached by welding at its lower end to a disk 28, which fits in the base of member IIA. The outer spring I1 rests upon disk 28, which serves to hold the two springs in fixed position and prevent side slip of the inner spring. The cushioning action of this form of spring-assembly is the same as that shown in Figs. 6 and 7. However, the modified construction is more accessible and simplifies the substitution or replacement of springs.

Spring assemblies 4 are located substantially in alignment with the wheels, as hereinbefore described. This arrangement has the advantage of securing the widest spacing of the spring supports for the body 5 of the vehicle, and thereby reduces to a minimum over-turning moment reactions on the body and bending or shearing stresses on the axle.

To insure proper wheel alignment and spring action and to avoid subjecting the spring assemblies to shearing or bending stresses, this invention also includes positive means for maintaining the running gear, consisting of the wheels, rockerbeams and transverse axle, in correct position l relative to body 5. For this purpose the radius rods 23 are interposed between a body floor-member 9 and axle 3 to form a horizontal linkage therebetween. The radius rods 23 are hinged at one end to floor-supporting member 9, while the opposite ends terminate in flanged collar portions comprising collars 24 and flanges 25 engaging the axle 3, the axle being locked to one of the radius rod collars by pin 26, as shown in Fig. 2, while the collar on the opposite rod is journaled on the axle. Displacement of the body 5 relative to the axle 3 sidewise or laterally is prevented by bifurcated guide brackets 2'I attached to angles 8 and depending therefrom, as shown generally in Figs. 1 and 2, and in detail in Figs. 4 and 5. Brackets 21 have a vertical bearing-face in which there is a U-shaped slot in which the axle may move vertically. This bifurcated bearing-face abuts 75 against the coaguous face of the flange z5, while the opposite face of flange 25 bears against the adjacent Journal-portion of rocker-beam 2. In this construction brackets 21 serve as guides for the vertical motion of the body and inherently provide against the lateral movement oi! the body relative to the axle 3. Vertical body-motion results in sliding 'motion between the vertical faces of brackets 21 and flanges 25. Lateral motion of the body 5 relative to the runninggear is prevent;-l

ed, since side thrust exerted by the body is carried by one or the other of brackets 21 into ange 25 contiguous thereto and this flange, actingas a thrust-washer, transmits the force to the adjacent rocker-beam. Thus the lateral component of centrifugal forces which develop in the body is transmitted to the road through brackets 21, ilanges 25, rocker-beams 2 and wheels I.

It-is levident that various modications of the structure herein described may be used without departing from the scope and principle of the invention. For example, three or more helical springs, instead of two, may be employed in the spring assembly, depending upon the range of load-carrying capacityV to be accommodated in a particular case. Likewise, the transverseaxle may, where convenient, be of the type known as a drop axle.

Other modes of applying the principle of our invention may be employed instead of those explained, change being made as regards the mechanism herein disclosed, provided the means stated by any of the following claims or thevequivalent of such stated means be employed.

We therefore particularly point out and disi `tinctly claim as our inventiom- 1. A road vehicle having a body, a transversely extending axle beneath said body, rocker-beams on said axle adjacent opposite ends thereof, ground-engaging wheels upon the outer sides of said rocker-beams and connected thereto at opposite ends thereof, body supporting means at opposite ends of said axle upon the outer sides of said rocker-beams substantially in longitudinal alignment with said wheels, radius rods upon the inner sides of said rocker-beams and terminally connected to said body and axle, and guide brackets projecting downwardly from said body at each side thereof, each bracket having a slotted portion receiving the axle and an upright portion for sliding engagement with the contiguous radius rod.

2. A road vehicle having a. body, a transversely extending axle beneath said body, rocker-beams on said axle adjacent opposite ends thereof, ground-engaging wheels upon the outer sides of said rocker-beams and connected thereto at opposite ends thereof, body supporting means at opposite ends of said axle upon the outer sides of said rocker-beams substantially in longitudinal alignment with said tandem wheels, guide brackets projecting downwardly from the body and straddling the axle upon the inner sides of the' rocker-beams, and radius rods upon the inner sides of said rocker-beams and terminally connected to said body and axle, the conn tions beftween the rods and axle being between t e rockerbeams and guide brackets.